Automatic steering for dirigible craft



Dec. IS, H528." 1,695,615

E. A. sPERRY, JR

-AUTOMATIC STEERING FOR DIRIGIBLE CRAFT Original Filed April 9, 1923 6 Sheets-Sheet 1 v E. A. sPERRY, JR

AUTOMATIC STEERING FOR DIRIGIBLE CRAFT Original Filed April 9, 1925 6 Shets-Sheet 2 Dec. 1s, 19'28.

1,695,615 E. A. sPERRY, .JR

AUTOMATIC STEERING FOR DI-RIGIBLE CRAFT Original Filed April 9, 1923 ef Smets-.Sheet 5 i @awww Y Dec. 18, 1928.

1,695,615 E. A. sPERRY, .JR

AUTOMATIC STEERING FOR DIRIGIBLE CRAFT origina-1 Filed April 9. 1923 e sheets-sheet 4 'lll/lll lll;

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Dec. 18,1928.`A A 1,695,615

E. A. sPERRY, JR AUTOMATIC STEERING FOR DIRIGIBLE CRAFT original Filed April 9, 1925 6 sheets-sheet 5 Win59.'

vwemtoz Dec. 18, 1928. 1,695,615

E. A. SPERRY, JR

AUTOMATIC STEERING FOR DRIGIBLE CRAFT original Filed Apri-1 9, 1923 s sheets-Sheet e Mm/157mm@ ,351i wel M Patented Dec. 18, 1928.

UNITED d STATES PATENT OFFICE.

ELMER A. SPERRY, JR., OF BROOKLYN, NEW YORK, ASSIGNOR TO THE SPERRY G-YRO- SCOPE COMPANY, OF-RROOKLYN, NEW YORK, A CORPORATION OF NEW YORK.

AUTOMATIC STEERING Fon DIRIGIBLE CRAFT.

Application filed April 9, 19.23, Serial No. 630,853. Renewed December 5, 1927.

This invention relates to automatic steering devices for dirigible craft such as vessels, torpedoes and aeroplanes which are guided by a rudder, and relates more particularly to automatic steering devices controlled from a direction indicator, especially a gyroscopic compass. The principal object of the invention is the provision of a device of this type which is simple in construction, eflcient and reliable in operation, rugged and not easily put out of order, and practical for the steering of small or large craft.

As is well known, pitching of a. ship does not of itself produce rotation thereof in azimuth; neither does rolling of the ship alfect such rotation, but a combined pitchingr and rolling will result in a certain amount of turning oita the Ship in azimuth, and hence turning of the course indicator.

Such turning may be termed false or weather yaw as distinguished from the normal, usual yawing motion of a vessel due to its propeller andv rudder action. Such false yaw is likely to be present in bad weather and would ordinarily result in violent and frequent operation of the steering device, which is dependent upon the course indicator, to counteract these ap parent deviations of the' vessel from its course. tion to provide an adjustment, hereinafter termed the weather adjustment, whereby the effect of false'yaw upon the automatic steering device may be eliminated:

Further, this invention has for its object the provision of means for assisting in checking the turning movements of a craft, that is, reducing the real yaw of the ship to a minimum. For this purpose there is provided means for giving the rudder a predetermined amount of overthrow in the proper direction for stopping the craft sooner than would otherwise be the case. This is preferably accomplished by some type.l of delayed-action or lost-motion means which causes a relatively large initial throw of the rudder when the direction of yaw o f the ship changes.

Further, this invention has for its object the provision of simple, efective means whereby a new course may be quickly set, the

4automatic steering device operating immediately to direct the craft into the new course.

It is a further object of thisinvention to provide a steering device capable of being adjusted to render it applicable to ships of various sizes and characteristics, and suit` It is a further object of this invenl able for the same ship underdiferent conditlons, such as, when loaded or unloaded. To

accomplish this purpose I provide adjustable Y means whereby the rudder may be operated through a variable angle for any given deviation of the ship.

A further object is the provision .of automatic means for rendering the rudder-actuating means ine'iiective when the rudder has been actuated to either side through a predetermined angle.

Other objects and advantages willbe in l Fig. 2 is a side, vertical section through the l Fig. l device.

Fig. 3 is a rear elevation 'showing the motor-controlling unit.

Fig. 4 is a plan view, partly sectional,- of the unit shown in Fig. 3.

Fig. 5 is a substantially horizontal section through the motor-controlling unit of Fig. 3. showing the unit mounted within the casing of the steering device.

Fig. 6 isa plan View 'of a portion of a motor-controlling switch shown in detail vin` Fig. 7. I

Fig. 7 is a front elevation of the motor controlling switch.

Fig. 8 is a rear elevation of means for limiting the movements of the rudder.

Fig. 9 is an enlarged side view of a compass-repeater locking means shown in Fig. 2.

Fig. 10 is an enlargement of the telemotor and weather lost-motion devices shown in Fig. 5.

Fig. 11 is an assembled View of the devices shownin Figs. 7 and 8.

Fig. 12 is a side elevation showing the relative positioning of the weather and telemotor adjusting devices. l

Fig. 13 is a wiring diagram.

Fig. 14 is a modified form of gearing in the controller.

Fig. 15 is a view showing a conventional form of telemotor with rudder connections.

Fig. 16 is a diagram showing the interconnections between the weather, telemotor and rudder adjustments or lost motion devices, showing h ow the three features coordinate in l the apparatus.

. in other words, to changes in reading o? the gyro compass. For" satisfactory operation, however, I prefer` to introduce into the controller one or more other variables, these preferably bein a follow-up device from the rudder and a and-setting device whereby the course of the ship may be changed. v These three variables may, of course, be introduced ,into the controller through any form of differential connection by which each one may be introducedy without interfering with the other. The controller 11 is operatively connected by a chain and sprocket drive 13 14 to the driving shaft 15 which actuates the usual telemotor mechanism for operating the steering engines. The controller portion of said mechanism'usually consists of a pair of cylinders andpistons (not shown) located in the stand 300, the pistons of which are respectively connected to rack bars 301 and 302 meshing with the pinion of the shaft 15 of the pilot wheel 10. The pipes 303 and 304 connect the forward portion of the mechanism to the tele-` motor roper 305 Fig. 15) usually located at the a er end a jacent the rudder. The sprocket wheel 14 is fixed to a shaft 17 lsupported in bearings 18, 19 formed in the casing 20 of the controller and in a bracket 30 formed on said casing, respectively.

For operating the telemotor there may be provided a motor 25 supported within casing 20 and having a pinion 26 at one end of its shaft, said pinion meshin 'with a gear 27 loosely mounted upon a col ar 29 fixed to the bracket 30 and surrounding shaft 17. Said gear may be caused to rotate with shaft 17 so that the steering engines may be operated by the motor 25, or it may bedisconnected therefrom to permit hand'operation of the steering engines through the pilot-wheel. For this purpose a clutch 32 is splined upon shaft 17 and is provided with pins 31 engageable in holes in the gear 27 to cause it to move with the shaft 17. For slidinfr the clutch 32 into or ou't of engagement with gear 27 there may be provided a clutch handle 33 pivoted on the casing 20 at 34 so that one end thereof projects outside of the casing and the other end engages in ay circumferential groove 35 formed on member 32. The clutch ma l thus be operated by the hand or foot to ren er the effective when the automatic steering control is operating, the pilot wheel may be detachably connected to shaft 15 by a clutch 40.

It is thus apparent that whether the steering engines are operated by hand through the pilot-wheel or automatically throughthe motor, the shaft 17 will be rotated in either case.

To render the motor effective to operate the steering engines when a vessel moves'ofl' a predetermined course, assuming the clutch has been set for automatic steering, there is provided a circuit-closer comprisinga pair of substantially semi-circular segments or upper contact members 41, 42 and lower Contact segments 43 (see Fig. 5) A trolley 44, having poles 45 and 46 on different levels to cooperate with the segments 41, 42 and segments 43, is controlled from the compass. Thef segments 41, 42 are separated by insulator strips 47, the segments on' opposite Sides of the strips being in different motor circuits. The current enters through ring 43, passes through the hole 46 to pole 45 and thence to segment 41 or 42 to energize the motor' in one direction or the other. If pole 45 is positioned on the insulator strip 47 the motor is not energized. The lower ring 43 may.v also he `split so that when pole 46 is positioned on one portion thereof an alarm circuit150 is closed (see Fig. 13) said portion is suitably positioned so that engagement of pole 46 therewith will parts from its course, the trolley, which is" controlled from the compass, will engage lll() one or the other set of contact-members, de-

pending upon the direction of departure, to actuate a switch 49 and operate the motor. The circuits between the contact segments and the motor are such that the motor will be operated in a direction to position the rudder to return the vessel to its course. As the motor operates, shaft 17 is rotated, and connected to said shaft is a train of gearing for rotating the contact segments in the same direction as the trolley was rotated by the compass, thus constituting in effect a followup from the rudder. When the contactmembers have been rotated through the same angle as the trolley, the latter .will again rest upon the insulator strips to break the circuit through the motor 25. The rudder is thrown outwardly' just as soon as the trolley moves ofr' t-he insulator strips and quickly stops the ship in its deviating movement. Since the follow-up operates for a longer perlod of time the greater the departure ofI the vessel from its course, it follows necearilythat the rudder is operated through anl angle proportional to said" departure. The rudder remains positioned outwardly and will serve to continual restoring process which consists in a throwing out the rudder a distance proportional to the deviation to bring the vessel to a stopin its deviatirg movement, and Ithen throwing it in-the opposite direction as the vessel returns to its course to stop the craft at or close to its co-urse. As long as the vessel is not on itscourse, the contact segments and trolley will be effective' to-cause operation of the rudder to such position as to swing the ,vessel toward its course:

The connections between the compass and the trolley and the follow-up fromthe motor to the contact segments will now be describedt The movements of the compass are transmitted through a transmitter 50 to a repeater motor operatively connected thereto. To the shaft of the repeater motor is fixed a-pinion 51 (see Fig. 3) meshing with a gear 54 which engages a gear 56 of a differential and works down` to the final gear 57 of said differential. The nal gear 57 meshes with a gear 58 fixed to a shaft 115 (see Fig., 5) which is connected to the trolley 44 through a lost-motion connectioni() whose function willbe hereinafter described.` It is apparent that any movement ofthe compass (which is preferably a gyroscopic compass,

vor -a repeater compass controlled thereby) will result in a proportional movement of the trolley.

The follow-up from the motor 25 to the contact segments comprises the pinion 22 on the inner end of shaft 17 meshing with a gear train 61, 62 supported on the casing 20 to actuate a gear 63 mounted upon a shaft 64 carrying at its end a bracket 65 supportin a slide 66 having a pin 67 engaging a/ lin 68. numerals 64 to 68 form part of the rudder adjustment to ,be` hereinafter described. Said link 68 is connected to a collar 69 upon a hub 117 depending from a supporting or.

The elements designated by the' therefore, a ship moves off its course, the trolley will be rotated, through the connections hereinbefore described, into engagement with segment 41 or 42, whereupon the motor 25 will be energized to operate the rudder in a direction to return the vessel lto s if its course. At the same time the motor will rotate the Contact segments, by the mecha- -nism hereinbefore described, until they catch up, withfthe trolley, whereupon the circuit through the' motor is broken.

'- It'is obvious from the foregoing descripel ,I

tion that the relative positions of the contact segments and the trolley determine thecourse,

so that if the contact segments. remained in the same position and the trolley was moved4 Y y l until it engaged one or the other set ofi-contacts the rudder would be actuated toi't'urn the ship and the follow-up mechanism would actuate the contact segments until the trolley was again positioned on the insulator strips. The ship would then be heading on a new 1 course. The rota-tion of the trolley therefore offers a means for changing thecour'se of the vessel. To rotate vthe trolley there may be provided a handle 80 carrying a plate 81 at its inner end provided with a slot through which extends a pin 82 on a plate A83 attached to one end of a shaft 84. To said shaft 84 is fiXed a gear 85 meshing witha gear 86 of the differential to operate the final gear 57 thereof and thence, through the lgearing hereinbefore described, rotate the trolley 44. The direction of rotation ofthe top of the handle determines thev direction in which the ships bow will turn. The repeats er compass mounted on the casing 20'shows no'4 y the course to the operator and guides the latter when setting a new course.

In setting a new course through the lower gear 86 of the differential two methods may be pursued. First, if a large change `of course is desired or if the quartermaster desires to steer without interference from the compass, it is desirable to .prevent movement due to the repeater motor operating through the upper gear 56, for, ifthe repeater motor were also free to actuate the trolley at the same time as the handle, the turning of the ship into its new course would causeoperation of said differential in a reverse direction to hinderl the rapid setting of a Anew course and also prevent the rudder being held to one side of its central position. The repeater motor is therefore automatically locked against movement under these conditions. For this purpose thereis provided a ratchet 90 fixed upon the same shaft as the gear 54 operated from the vrepeater motor. A rod 91 having a pawl 92 at its inner end is slidably mounted in a bracket 93 fixed to the repeater motor and is normally spring-pressed inwardlyby a spring 94 tending to move the pawl into engagement with the ratchet-Wheel 90 to lock the repeater motor. The 'shaft 95 is slidable in the controller casing and is normally pressed inwardly so that plate 81 presses inwardly a pin 96 operating through shaft 84, said pin engaging at its other end one end of lever 97 (see Fig. 9) the other end of which engages a notch 98 in rod 91 to move said rod against the action of spring 94 away from ratchet-wheel 90. When handle 80 is pushed inwardly, therefore, the

Itis well-known that ships of various sizes and characteristics, as well as the same ship when loaded and unloaded,irequire different throws of the rudder to turn the ship through the same angle in a given time also that the maximum rudder angle varies with different ships. To permit adjusting the amount of throw of the rudder for a given angle of deviation of the ship, this invention provides a variable linkage in the follow-up between motor 25 and the contact segments,

i whereby the latter are moved more or less rapidly in catching up with the trolley to cause smaller or larger throw of the rudder for a given deflection between the trolley and segments. For this purpose, link 68 which, as hereinbefore described, is operatively connected to the contact segments, is provided with a slot 100 lengthwise therein (see Fig. 3 in which operates the pin 67. Obviously, y varying the position 'of pin 67 in slot 100, the amount of leverage on link 68 will be varied to move the contact segments more or less rapidly. For-this purpose pin 67 is carriedb the plate 66 slidable vertically in brac et carried by shaft 64. Said plate 66 is provided with a lateral 'slot 101 (see Fig. 11) i'n which operates a pin 102 carried by a star-wheel 103 fixed to the inner end of a shaft 64 extending to the outside of casing 20 wlieie it is fitted with a knob 105.

serrated edges of wheel 103 cooperate with a .sprin -pressed detent 110 slidable in a bearing-b ock 111 carried by bracket 65. By rotating the star-wl1eel by handle 105, pin 102 raises or lowers plate 66 and pin' S75-to' increase or decrease the effective leverage of link 68. When motor 25 operates through gear 6 3 to rotate shaft 64, the entire linkage comprising bracket 65, star-wheel 103, plate 66, and link 68 Will move integrally. This or equivalent adjustment also permits means for securing the maximum sensitivity of control within the rudder angle available.

The false yaw hereinbefore mentioned which is usually present in rough Weather 'I0 This azimuth indications due to such alse yaw 30 will not be transmitted to the trolley, the arf tuation of the controller bein rendered ineffective during a portion of t e ships turning movement. For this purpose gear 58 (see Fig. 5) which is driven from the final of the differential, is fixed to the shaft 115 rotating in anti-friction bearings 116 in the hub 117 depending from partition 118 upon which the contacts and trolley are mounted.

gear

Said shaft is provided with a forked upo" per end 120 (see Fig. 10) between the prongs of which is positioned a cross-bar 121 fixed at the upper end of 'a rod 122 extending through shaft 115, so that rotation of gear 58 will also rot-ate` bar 121. wedge-shapedvertically and extends through wedge-shaped slots 125 of member 60. To the upper end of member 60 is fixed a shaft 126 to the upper end of which is fixed the trolley. The slots 125 (in Fig.' 10) diverge l' downwardly, so that the lower the bar is positioned therein, the; further the latter will have toA travel before it contacts with one side ori the other of slot 125 before rotating member 60 and the trolley. Thatis, the ver- 10" tical movement ,(in Fig. 10) of rod 122 will determine the amount of lost-motion between` the bar 121 and hence gear58) and the inember 60 (an hence the trolley). kAs shown in Figs. 5 and 10, the bar 121 isA positioned l snugly in the vertex of slots 125, so that shaft 122 will move integrally with member 60 and the trolley. If the bar is moved away from the vertex of slots 125 there will be provided a degree of 10st-motion depending upon the Uh distance of said bar from said vertex. For moving said bar toward or away from,l the vertex of slots 125 the rod 122 may be vcon- ...nected at its outer end to an arm 130 formed integral with a sleeve 131 having a projection '132 on its inner surface extending into a spiral groove 133 in a shaft 134. .Rotation of said shaft will cause linea-r movement of sleeve 131, arm 130, and hence rodflg122 to vary the degree of lost-motion. For rotating shaft 134 it is provided in its outer end with a pinengaging in a slot in plate 137 at the inner end of a shaft 138 extending through the casing and provided with a knob 140.

The pin and slot connection obviates the nela Said bar is l' cessityy for accurate alignment of theaxes of shafts 138 and 134. A spring 139 surrounds shafts 138 and presses againstplate 137 and the casing to provide the necessary frictlon to maintain the parts in set position. Knob 140 may be provided with an index 141' corelative further deviation in the same direc-4 tion. This is accomplished by permitting the motor to rotate the rudder in the proper direction for a certain period of time before the follow-up mechanism becomes operative to rotate the contact segments. Forthis` purpose the lost-motion 70, 71 is provided between collar 69 and gear 72 controlling the movement from the motor 25 to the contact segments so that the action ofthe follow-.up

' portion ofthe controller is rendered in'eifective during aportion of the rudder movement. The pin 7 0 has a conical tip cooperating with a conical opening 71 so that the further pin 70 is moved into said opening, the less will be the amount of lost-motion. Pin 7 0 is moved into or out of said opening by an arcuate plate 145 operating in' a groove 146 in pin 70, the arcuate form of the pla-te permitting rotation of pin 70 along with collar 69. Plate 145 is carried by an arm 130 fixed to a sleeve 131 operated by mechanism similar to that designated by numerals`134 to 141, similar numerals being used with the prime designation. Fig. 12 shows the relative positioning of the two similar adjustments. Knob 140 may be labeled Weather adjustment, knob 140- Telemotor adjustment, and knob 105 Rudder adjustment. This lost motion vdevice accomplishes in an extremely simple and -effective manner theA meeting action or yaw suppressing effect No. 1,360,694, dated Noto accomplish by somewhat different means,

since as soon as the ship starts to swing backtoward its course, the rudder is thrown back to or beyond its central posit-ion4 owing to the presence-of the lost motion in the -follow-.up system.4 It also gives a large throw of the rudder the instant deviation occurs. i

The telemotoradjustment laccomplishes another vfunction in addition to obtaining an overthrow of the rudder, i. e., compensating for error in lostsmotion in the telemotor.

`Without the telemotor adjustment, an error such as leakage -or slippage in the telemotor would result in an insufficient throw (under the prior patent tothrow) of the rudder for the given deviation.

By the telemotor adjustment, the telemotor may be given sufficient additional operating time for any given deviation, not only to correct for errors in the telemotor, but to overthrow the rudder.

To prevent throw of the rudder beyond certain predetermined limitsI of safety, means are provided for breaking the circuit through the motor 25 when said limits are reached. For this purpose there vis inserted in the motor circuit a switch 150 mounted within the casing 20. Said switch is of the double-knifetype and'comprises two sets ofl spring contacts 152, 153 (see Fig. 11) with which cooperate blades 154, 155, respectively, pivoted at 156, 157, respectively. The blades are each provided with an outwardly-extending arm 160, 161, each arm being provided with an ear 162, 163, respectively. Also pivoted at 156 and 157, respectively, are levers 147, 148, each having an arm 164, 165 extending downwardly into the path of cams 166, 167, respec-l tively, loosely mounted on shaft 6 4 and connected to gear 63 by a bolt 170 'extending ,through gear 63 and through concentric slots 171 and 172 inthe cams to be driven by motor 25. When the latter has rotated shaft 64 and the cams in one direction or the other through a'predetermined angle, the respective cam166 or 167 will engage projection 164 or 165 to rotate the respective lever 147,

148 so that the other arm thereof l168, 169 is' swungdownwardly. Said arms 168, 169 are each provided with an ear 178, 179 which .engages .ear 162 or 163 to swing the respective blade 154 or 155 out of engagement with its contacts. The circuit is so arrangedthat disengagement of either blade with its spring contacts will break the motor circuit. The degree of rotation of shaft 64 which will cause breaking of the `motor circuit may be varied by varying the positions of the cams (see Fig. 8) by loosening the bolt 170- and rotating the cams on said shaft to move'the effective faces 175, 176 nearer to or from the projections 164, 1-65..

The blades are normally rotated to a position'to close the switch by means of a spiral spring 180 engaging the ears 162 and 163 further slightly above the pivots 156 and 157; The' on the levers 147, 148. The cam is' of greater length along an axis A B than along anaxis C D at substantially right angles thereto, so that lwhenV projections 188,r 189 engage the cam adjacent axis C D the switch is closed, but

when the cam is rotated until the proj ections' engage axis A the levers 147 and 148 are spread, which brings lugs 147-148 thereof upon a shaft 190 extending through casing 20 and having an operating handle 191 (see Fig.

1) fixed thereto. On the return movement of levers 147 and 148, lugs 193, 194 strikel the blades and rotate them back into contact with the spring contacts.

To obtain quick stoppage of the motor and thus facilitate reversal, there may be l provided a brake 210 coacting with the armature shaft and included in the motor circuit in the usual manner, (see Fig. 13). Thev brake serves also to hold the telemotor 305 in operated position. `r-Ihe telemotor usually comprises a plurality of pistons 306 and 307 or other operating members normally held in i centralized position by a pair of heavy springs 308 and 309. The telemotor is shown in Fig. 15 as operating the rudder 309 through a lever 310 and some form of steering engine, the valve of which is/represented diagrammatically at 311. The motor actuates the telemotor against the action of said centralizing springs and, if no brake were applied when the motor ceased operating, the springs would tend to restore the operating members Ato centralized position. The brake, becoming effective as soon as the motor stops, prevents such action and maintains the parts in operated position.

A further object of the brake is to supply the necessary friction in the follow-up sys tem to brake the momentum of the latter. The movement of the contactor rings after the follow-upI system has been brought to a stop may be prevented by causing the poles 45, 46 to press againstthe lcontactor rings with the necessary amount of friction. For this purpose the poles 45, 46 may be pivotally mounted in the ends of trolley arm 44 and swung into frictional engagement with the contactor rings by a spring 161 fastened to the other end of said poles. The spring 161 may be of .any suitable tension. Under certain conditions and for certain reasons it may be desired to operate the motor 25 at greater or lesser speed jto throwl out the rudder quicker or slower. For this purpose, I provide a control shown diagrammatically (see Fig. 13) at 160 and may comprise a rheostator similar regulating device.

In actual steering-'of a dirigble craft it is Well-known that as the deviation of the craft increases, the amount of rudder necessary to counteract the deviation increases in constantly diminishingy ratio. Thus, for example, while a deviation of the craft of 5 may require 5 of rudder to return it to its course, a deviation of 10 may require only 8 of rudder, 'a deviation of 15 only 10 of rudder, and a deviation of 20 only 11 of rudder. These figures are, of .course, merely illustrative. Itmay therefore be desirable to provide means for operating the rudder throughA a contantly diminishing ratio relative to the angle of deviation of the craft as said angle increases. For this purpose, I have provided the device shown in Fig. 14 wherein the trolley 44, which governs the degree of'operation of the rudder, is actuated through relationed that when the vessel is on its course,

the major axis of gear 57 is in alignment with the minor axis of gear'58. For initial movements of gear 57 there will be relatively large movements of gear 58 (since the major axis ot'gear 57 corresponds to a large circular gear and the minor axis of gear 58 to a small circular gear). 57 continues, the ratio of said gear toV gear 58 diminishes continuously, until the minor axis of 57 is in alignment with the major axis of 58 at which time the latter moves through the smallest angular distances corresponding to equal increments in angular movements of gear 57 f In other words, by means of the elliptic gears thereis obtained a constantlychanging gear ratio during the deviation of a craft. The ratio of gear 57 to gear 58 constantly diminishes while the angle of deviation increases, so that the greatest ratio of rudder angle to angle of As rotation of gear 'deviation of the craft occurs when the devial of deviation is small,`and decreases as the l angle of deviation increases.

In accordance with the provisions of the patent statutes, I have herein described the principle of operation of my invention, together with the apparatus, which I now consider to represent thev best embodiment thereof, but I desire to have it understood that the apparatus shown is only illustrative and that the invention can be carried out by other means. Also, while it is designed to use the various features and elements in the combination and 'relations described, some of thesemay be altered and others omitted without interfering with the more general results the rudder is near its central position than v when it is displaced therefrom.

2. In a steering device for dirigible eraf having a rudder, a controller having relatively movable multi-parts, means responsive to movements of the craft in azimuth for-impartingrelative movement thereto, means responsive to movements of the rudder also for imparting relative movement thereto, and means for delaying the action of said lastnamed means with. respect to the initial rudder movements,

3. In a steering device for dirigible craft having a rudder, a controller, means governed by said controller for operating said rudder, means including a repeater motor responsive to the turning of the craft in azimuth for actuating said controller, a manually-operable means for actuating said controller having two positions, a locking member for said first controller-actuating` means normally ineffective, and means actuated when said manually-operable means is in one of said positions for rendering said locking member effective.

4. A steering device for ships having a rudder, a multi-part controller, means governed by the relative positions of said parts for operating the rudder, compass controlledl means for turning a part, follow-up means from the rudder for turning a part without disturbing said first-named means, and a lost motion device between at least one of said means and its controlled part. 'y

5. A steerin device for ships having a rudder, a multi-part controller, means governed by the positions of said parts for operating the rudder, compass controlled means for turning a part, follow-up means from the rudder .for'turning a part without disturbing said first-named means and a time lag device between said follo'w-up means and its controlled part for increasing the initial throw of the rudder on change in the direction of yaw.

6 In a ships steering device, the combination with a pilot wheel and the rudder, a follow-up system from the rudder for limiting the throw of the rudder, and variable time lag means in said follow-up system for altering the relative throw of the rudder when the direction of yaw changes.

7. In a ships steering device, the combination with a pilot wheel and the rudder, a follow-up system from the rudder .for limiting the throw of the rudder, and a lost motion connection in said follow-up system for increasing the relative throw of the rudder for the first increment of `deviation of the ship.

having a. rudder, a controller having relatively movable multi-parts, means responsive to movements of the craft in azimuth for imparting relative movement thereto, a' motor governed by said controller for operating said rudder in a direction to oppose such movements, a follow-up device from said motor also for imparting relative moveyments to said controller including a lost-motion connection, and means for adjusting the amount of said lost-motion to vary the movement of said second part relative to said motor and rudder. i p

9. In a steering device for dirigible craft having a rudder, a multi-part controller,`

means whereby one of said parts is responsive to movements of the craft in azimuth, means governed by said controller for operating said rudder in a direction to oppose such movements, a driving connection from said last-named means to the second part of the controller, and means for varying the eifectivelever arm of said connection where-v by therate of movement of said second part Vrelative to said rudder may be varied.

10. In a steering device for dirigible craft .having 'a rudder, a multi-part controller, means whereby one of' said parts is responsive to movements of the craft in azimuth, means governed by said controller for operating said rudder ina direction to oppose such movements, a driving connection from said last named means to the second part ofthe controller, said connection including a pinand-slot connection for varying the effective lever arm of said driving connection to vary the rate of movement of said second part relative to Said rudder.

11. In a steering device for dirigible craft, a rudder,va controller, means governed by said controller for operating said rudder, means responsive to the turning of the craft in azimuthfor actuating said controller, a second means for actuating said controller, and means for locking one of the controlleractuating means when the other is operated.

l 12. In a steering device for dirigible craft.,`

a rudder, a controller, means governed by said controller for operating said rudder,`

a rudder, a controller, means governed by' said controller for operating said rudder,

8. In a steering device Ifor dirigible craft' .azimuth vfor actuating said controller, and

a lost-motion or delayed-action connection between said last-named means and said controller for the purpose specified. A

15. In a steering device for dirigible craft having a rudder, a multi-part controller, means governed by the relative positions lof said parts for operating said rudder, a gyroscopic compass responsive to the turning of the craft in azimuth foractuating one of said parts, and a lost-motion connection between said last-named means and the respective part.

" said cont-roller, and a de 16. In a steering device for dirigible craft having a rudder, a multi-part controller, means governed by the relative positions of said parts for operatingsaid rudder, means responsive to the turning of the craft. in azimuth for actuating a part, a delayed-action connection between said last-named means and said part, a follow-up means from said first-named means to a part, anda lost f' motion device in said follow-up means.

17. In a steering device for dirigible craft having a rudder, a multi-part controller, means governed by the relative positions of said parts for operating said rudder, gyroscopically controlled means responsive to the turning of the craft in azimuth for actuating one of said parts, a lost-motion connection between said last-named means and the respective part, and means whereby the extent of lost-motion may be adjusted.

18. In a steering device for dirigible craft having a rudder and gyroscopic compass, a master controller, means governed 'thereby for operating said rudder, a repeater motor actuated from said compass for actuating ayed-action device between said means and controller 'comprising two relatively movable members one of which is movable axially to vary the extent of delayed-action.

19,. In a steering device for dirigible craft having a rudder, a` multi-part controller, means governed by the relative positions vof sald parts for operating said rudder, means responsive to the turning of the craft in azimuth for actuating one of .said parts, follow-up means operable. the' rudder for turning the other of said"parts,"aj 10st motion connection between one of sidneans and the respective part comprising two A-rfelatively movable members one of which is movdeviation of the cra able axially to vary the extent of lost-motion, and manually operable means for moving said last-named member axiall said last-named means comprising 'a spira ly grooved cylinder, a sleeve having a projection engaging in said groove and having an arm fixed to said axially movable member;v

20. In a steering device for dirigible craft having arudderand gyroscopic compass, a controller comprising cooperating relatively rotatable contactors, means governed by said controller for operating said rudder, a repeater motor actuated from said compass for rotating one of said contactors, and a delayed-action connection between said lastnamed means and said cont-actor.

21. In asteering device for dirigible craft having a rudder, a controller comprising cooperating relatively rotatable contacts, means governed by said controller for operating said rudder, means responsive to the turning of the craft in azimuth for actuating said contacts, a delayed-action connection between said last-named means and said contacts, a follow-up means from said first-named means Ito said contactors, and a delayed action device in said follow-up means. v

22. In a steering device for dirigible craft having a rudder, a multi-part controller, means governed by the relative positions of the parts for operating the rudder, compasscontrolled mechanism for operating a part, and rudder follow-up mechanism for operating a part, the operating means of at least one of said mechanisms being renderedinefective during part of the period of automatic operation in effectin the correction of each from its course.

23. In a steering device for `dirigible craft having a rudder, a multi-part controller means governed by the relative i said parts for operating said ru. der, means responsive to the turning of the craft in azimuth for actuating one of said parts, a follow-up means from said first named means to said otherl part, a lost-motion device in said follow-up means, .a lost-motion device in said azimuth responsive means, and manually-operable means for each' of said lost-motion devices whereby the extent of the lost motions may be adjusted, said last-named means comprising two relatively movable members, one of which is movable axially, a rotatable cylindrical member having a spiral groove, a second cylindrical member having a projection engaging in said groove, one of 'said members being rotatable to move the other axially, the' latter member being connected to the axially movable member.

24. In an automatic steering device for dirigible craft having a rudder and a telemotor for operating said rudder, means ositions of whereby said telemotor operates said rudder through a predetermined angle corresponding to a given deviation ofthe craft, and

' the course, and means for locking the com- .nections 26. In an automatic steering device for ships, a master contro-ller having a part controlled from the compass, manual means'for altering the setting of the controller to change pass controlled part while said manual means is being operated whereby the ship may be manually steered through said master controllerwithout interference from the compass.

27. In an automatic steering device for ships having a. telemotor control for the steering engine, of amaster electrical controller, an electric motor operated therefrom for operati-11g the steering engine through the telemotor, and an electro-mechanical brake;

for the motor for preventing the sal-ne, when deenergized, from being rotated by the telemotor.

28. In a steering device for dirigible craft having a rudder, means actuated by the deviation of the craft for operating said rudder,

and means for varying the ratio of the change of rudder angle to the angle of'deviation of the craft as the deviation increases.

29. In a steering device for dirigible craft having a rudder, means actuated by the deviation of the craft for operating said rudder, and means for continuously diminishing the rat-io of the rudder angle to the deviation of the craft as the deviation increases.

30. In a steering device for dirigible craft having a rudder, a controller including a part actuated by the deviation of the craft for operating said rudder, and means for de-A creasing the angular movement of said part corresponding to the deviation of the craft as said deviation increases.

31. In a steering device for dirigible craft having a rudder, a multi-part controller, a direction res onsive yelement adapted to be actuated by t e deviation of the craft, and a variable gearing between said element and said part whereby the ratio ofthe angular movement of said part to the deviation of the craft is diminished as the deviation increases.

32. In an automatic steering device for ships, the combination with the rudder, 4of a controller, a follow-up connection for limiting the rudder throw, and a lost-motion means in said follow-up connection for the purpose specified.

33. In an automatic steering device for ships, the combination with the rudder, of a controller, a follow-up-'connection for limiting the rudder throw, a lost-motion means in said follow-up connection for the purpose specified, and means for adjusting the extent oflost-motion.

34. In a steering device for dirigible craft having a rudder, a controller, means governed by said controller for operating said rudder, means including a repeater motor responsive to the turning of the craft in azimuth for actuating said controller, amanually-operable means for actuating said controller, and means for locking said repeater motor by movement for manually-operable means.

35. In a steering device for dirigible craft havin a rudder, a controller, means go-vernedgby said controller for operating said rudder, means including a repeater motor responsive to the turning of the craft in azimuth for actuating said controller, manually-` Operable means for actuating said controller, havin two positions and a locking member for said first controller-actuating means normally ineffective and adapted to be rendered effective when said manually-operable means is in one o f said positions.

Intestimony whereof I have affixed my signature.

ELMER A. sPERRY, Ji. 

